Controlled-route vehicle, in particular train, with improved air intake

ABSTRACT

A controlled-route vehicle, in particular a train, includes at least one air passage disposed in a wall of the controlled-route vehicle. The air passage has an inlet opening, disposed in an outer side of the wall, for letting air into the air passage, an outlet opening, disposed in an inner side of the wall, through which the air can be let out into an interior of the controlled-route vehicle, and a section which tapers in the direction of the outlet opening and is formed by an inner wall side of the wall. As a result, improved transport of the air into the interior of the controlled-route vehicle can be achieved in a structurally simple and inexpensive manner.

The invention relates to a controlled-route vehicle, in particular a train.

In the text which follows, reference is made without limitation of the generality to a high speed train with a cooling air passage.

It is known from practice that cooling air passages are provided in a wall of a high speed train in order to introduce cooling air from the outside into an interior space of a cooling system which is arranged under an outer wall of the high speed train. For example, the cooling system can be arranged on a roof wall of a passenger compartment, which roof wall is provided under the outer wall of the high speed train which bounds the cooling system. The cooling air passage can have, for example, an elongate cross section viewed along the wall, in order to suck in the cooling air from the outside into the interior space of the high speed train. In this context, the longitudinal direction of the cooling air passage can be oriented transversely with respect to a longitudinal direction of the high speed train, with the result that the longitudinal direction of the cooling air passage runs transversely with respect to a direction of travel of the high speed train. Such a configuration and arrangement of the cooling air passage can bring about a sufficient inflow of the cooling air into an interior space of the high speed train if the high speed train is stationary. However, the inflow of the cooling air through the cooling air passage during movement of the high speed train, that is to say while the high speed train is traveling, may be insufficient. It is also known that the cooling air passage can be provided in the wall in such a way that the longitudinal direction of the cooling air passage is oriented in the longitudinal direction of the high speed train in order to permit the cooling air to be conveyed into the interior space of the high speed train. However, such a cooling air passage can also bring about insufficient sucking-in of the cooling air while the high speed train is traveling.

It is therefore an object of the invention to make available a controlled-route vehicle, in particular a train, which permits improved conveying of air into an interior space of a controlled-route vehicle in a structurally simple and cost-effective way.

This object is achieved by means of a controlled-route vehicle, in particular a train, according to the independent claims.

According to one exemplary aspect of the invention, a controlled-route vehicle, in particular a train, is made available, having at least one air passage which is arranged in a wall of the controlled-route vehicle, wherein the air passage has an inlet opening for letting air into the air passage, wherein the inlet opening is arranged in an outer side of the wall, and an outlet opening through which the air can be let out into an interior space of the controlled-route vehicle, wherein the outlet opening is arranged in an inner side of the wall, wherein a protective grille is arranged at least partially inside the air passage which is formed curved substantially inward in the longitudinal direction of the elongate air passage.

According to a further exemplary aspect of the invention, a controlled-route vehicle, in particular a train, is made available, having at least one air passage which is arranged in a wall of the controlled-route vehicle, wherein the air passage has an inlet opening for letting air into the air passage, wherein the inlet opening is arranged in an outer side of the wall, an outlet opening through which the air can be let out into an interior space of the controlled-route vehicle, wherein the outlet opening is arranged in an inner side of the wall, and a section which tapers in the direction of the outlet opening and is formed by an inner wall side of the wall.

In the context of this application, the term “controlled-route vehicle” can denote a vehicle which is fixed in terms of its direction of travel. In particular, the vehicle can be movable (exclusively) bidirectionally. In particular, a longitudinal direction of the controlled-route vehicle can be oriented or run in its direction of travel.

The term “direction of travel” of the controlled-route vehicle can denote, in particular, a direction of movement of the controlled-route vehicle which can point in the direction of a side of the controlled-route vehicle against which there is a flow of air. In particular, the direction of travel which can point to the side of the controlled-route vehicle against which there is a flow of air can point in the direction of an occupied driver's cab of the controlled-route vehicle or in a direction of an end of the controlled-route vehicle which can be arranged opposite an end having the occupied driver's cab.

The term “interior space of the controlled-route vehicle” can denote, in particular, an interior space of a passenger compartment of the controlled-route vehicle or an interior space of a system which is arranged adjacent to an outer wall of the controlled-route vehicle. The, for example, box-shaped system can be integrated here flush with the outer wall of the controlled-route vehicle. In particular, the interior space of the system can be connected to the passenger compartment of the controlled-route vehicle or be separated there from. For example, the air passage can be connected to an interior space of an air conveying system which is arranged inside an outer wall and which can have at least one passage and/or at least one fan and be separated from a passenger compartment of the controlled-route vehicle.

The term “side of an element” can denote, in particular, an outer face of the element and/or an outer edge section of the element.

The term “substantially” can mean for the most part or predominantly. In particular, a predominant portion of the protective grille and of the tapered section can be of inwardly curved design.

Owing to an interaction between an air stream which is to be conveyed into the interior space of the controlled-route vehicle and a stream of air flowing around the controlled-route vehicle, in particular while it is traveling, an aerodynamic counter pressure may occur in the region of the air passage which can reduce the quantity of air which is sucked into the air passage and therefore the quantity of air which can be conveyed through the air passage. The counter pressure can be of such a magnitude, in particular in the region of the front section of the air passage in the direction of travel of the controlled-route vehicle, that a sucking-in effect of the air passage can be small. Adjacent to and in a central section of the air passage, the counter pressure can be lower than in the front section of the air passage, while the aerodynamic counter pressure adjacent to and in the rear section of the air passage in the direction of travel can be minimal, with the result that the air can flow more easily into the air passage.

Both the inwardly curved protective grille and the section of the air passage which tapers into the interior space of the controlled-route vehicle can provide a pressure situation in the region of the air passage which assists the conveying of air or is neutral by virtue of the fact that the aerodynamic counter pressure which occurs owing to a stream of air flowing around the controlled-route vehicle and the air stream which is to be conveyed can be reduced adjacent to the front and/or central section of the air passage in the direction of travel, and the air stream can be small in the region of the rear section of the air passage in the direction of travel. In particular, the inwardly curved protective grille can bring about homogenization of the outflow of air from the air passage, with the result that the counter pressure can be reduced in the region of the air passage. For this reason, the quantity of air which can be conveyed into the interior space of the controlled-route vehicle can be significantly increased in a structurally simple way.

Owing to the pressure situation which assists the inflow of air, a size and/or capacity of fans which can be arranged in the interior space of the controlled-route vehicle in flow coupling with the air passage, and can be configured to suck in the air conveyed through the air passage and pass it on, can be reduced. In particular, at least some of the fans can be switched off since the sucking-in effect of the air passage can be sufficient for conveying the air stream. The conveying pressure which is generated by the one or more fans can therefore also be reduced with the result that it is possible to reduce the expenditure of energy for the same quantity of air to be conveyed. In particular, auxiliary power converters which are used for supplying energy to the fans can be configured to be smaller and lighter in weight or else switched off. Overall, it is therefore possible to reduce the fabrication costs, servicing costs and maintenance costs of the controlled-route vehicle, especially since the pressure situation of the air passage which assists the inflow of air can be made available without additional components. In the text which follows, embodiments of the controlled-route vehicle according to the exemplary aspect of the invention are described. These also apply to the controlled-route vehicle according to the further exemplary aspect of the invention. In particular, the controlled-route vehicle which is embodied as a train can be embodied as a high speed train. The term “high speed train” can be understood to mean, in particular, a train which can have a substantially smoothly extending outer surface, that is to say a step-free outer surface. In particular, the high speed train can be an Intercity Express (ICE), for example an ICE 1, ICE 2 or an ICx or a Eurostar train.

Alternatively, the controlled-route vehicle can be embodied as a magnetic levitation railway or as an air cushion levitation railway.

In particular, the protective grille can be connected to an inner wall side of the wall which can bound the air passage and therefore form it. For example, the protective grille can be arranged in an inner contour of the inlet opening, which can be provided in the outer side of the wall, or it can be arranged in an inner contour of the outlet opening and/or can be permanently connected thereto, it being possible to arrange said outlet opening in the inner side of the wall.

In particular, the protective grille can be arranged flush with the outer side when viewed from the outside. In particular, the protective grille can be arranged completely inside the air passage or can project out of the cooling air passage into the interior space of the controlled-route vehicle.

In the text which follows, embodiments of the controlled-route vehicle according to the further exemplary aspect of the invention are described. These also apply to the controlled-route vehicle according to the exemplary aspect of the invention.

In particular, the tapering section can be arranged between the inlet opening and the outlet opening. The inner wall side can have a flat or flat section which runs transversely with respect to a longitudinal direction of the controlled-route vehicle and is arranged at an angle with respect to the outer side of the wall, in particular at an obtuse angle. The obtuse angle can be measured here in the counterclockwise direction from an outer side of the wall through the wall in the direction of the air passage. In particular, the obtuse angle can be at least approximately 165°, at least approximately 170°, and at least approximately 175°. As a result, the air passage can be formed in the shape of a ramp in the region of the section in order to ensure good sucking-in of air by the air passage. In particular, the air which flows around the controlled-route vehicle must be deflected only slightly while the controlled-route vehicle is traveling, owing to the slight inclination of the section along the direction of flow thereof.

Alternatively or additionally, the inner wall side can have a section which runs transversely with respect to a longitudinal direction of the controlled-route vehicle and which can be of curved design. The term “curved” section of the inner wall side can denote, in particular, a section of the inner wall side whose gradient viewed in cross section can differ at various points or areas on the section. As a result, the air passage can have an inflow geometry which can favor the flowing-in of the air into the interior space of the controlled-route vehicle and can reduce the counter pressure in the region of the air passage, with the result that the quantity of air which can be conveyed through the air passage can be increased significantly in a structurally simple way. In particular, the angled section and/or the curved section can be embodied in one piece.

The flat and/or curved section can be, in particular, the front section, when viewed in the longitudinal direction of the controlled-route vehicle and in the direction of travel, of the inner wall side or the rear section, when viewed in the longitudinal direction of the controlled-route vehicle and in the same direction of travel, of the inner wall side. In particular, the further sections of the inner wall side can extend transversely, in particular perpendicularly, with respect to the outer side and/or inner side of the wall adjacent to the tapering section of the air passage, in order to form the tapering section.

In particular, the front and rear sections, viewed in the longitudinal direction of the controlled-route vehicle and in the direction of travel, of the inner wall side can be of angled and/or curved design with respect to the outer side. The respective front section, when viewed in both directions of travel of the controlled-route vehicle, of the inner wall side can consequently be tapered inward and angled or curved with respect to the outer side, with the result that the counter pressure which occurs in the region of the end section, at the front in the direction of travel, of the air passage can always be reduced.

In particular, the angled section can be arranged adjacent to the inlet opening, and the curved section can be arranged adjacent to the outlet opening.

The (front and/or rear) curved section can be of substantially outwardly curved design, with the result that the substantially outer surface of the inner wall side can be directed substantially outward. In the case of exclusively outwardly pointing curvature, the outer surface of the wall can be, in particular, rounded. This surface shape of the wall adjacent to the tapered section of the air passage can provide an improved sucking-in effect of the air passage since the air which flows around the controlled-route vehicle only has to be deflected slightly in its direction of flow when the controlled-route vehicle is traveling. In particular, an edge section of the (front and/or rear) section of the inner wall side and/or also a central intermediate section of the section of the inner wall side can be of inwardly curved design.

In particular, the substantially outwardly curved section of the inner wall side or else the entire inner wall side, forming the air passage, can be arranged completely inside the air passage, that is to say between the inlet opening and the outlet opening.

In particular, the flat and/or curved section of the inner wall side or the entire inner wall side which can form the air passage can have a metal alloy, in particular steel, or fiberglass or be fabricated there from. The section or the inner wall side can be embodied, in particular, in one piece. These materials permit, in particular, the fabrication of a weatherproof, cost-effective and sufficiently rigid inner wall side.

At least in the region of the section, the inner wall side can have a plurality of connected lamellas or be formed there from, wherein each lamella of the plurality of lamellas can be of elongate design in the transverse direction of the controlled-route vehicle and can be connected on one longitudinal side of the lamella to a further, different lamella of the plurality of lamellas. In particular, each lamella can be of flat design or at least one lamella of the plurality of lamellas can be of substantially outwardly curved or substantially inwardly curved design. This measure can constitute a particularly simple and cost-effective way of fabricating a curved inner wall side in order to provide a pressure situation which assists the inflow of air.

In particular, each lamella of the plurality of lamellas can have a metal alloy, in particular steel, or fiberglass, or can be fabricated there from, for example, as sheet-metal strips or fiberglass strips. Alternatively or additionally, each lamella of the plurality of lamellas can be embodied as a cast component. Each lamella can be welded to an adjacent lamella.

In particular, the wall can have metal, in particular aluminum, or a metal alloy, in particular steel, or can be fabricated there from.

In particular, the plurality of lamellas can be embodied in one piece and can be fabricated, for example, as a folded piece of sheet metal or as a cast component.

A curvature of the curved section of the inner wall side can be uniform. The term “uniform curvature of the section of the inner wall side” can denote, in particular, a step-free or jump-free curvature of the inner wall side. In particular for this purpose the inner wall side can be formed by means of a single-piece component, for example a single piece of sheet metal and/or as a cast component. Furthermore, the inner wall side can be formed by a sufficiently large number of lamellas of the plurality of lamellas, with the result that the uniform curvature of the section can be approximated by means of the large number of lamellas.

The curvature of the angled and/or curved section of the inner wall side can be adjustable. In particular, the section which is configured in a flat fashion can be variable between the flat configuration and a substantially inwardly curved configuration. In this way, a sucking-in effect of the air passage can be adaptable to a necessary quantity of air as a function of the situation and according to requirements. This may be achieved by bending or flattening the section of the inner wall side to a larger extent. For this purpose, the section can be fabricated at least partially from a plastically deformable material and/or the surface of the section can be enlarged, which can occur while bending the section (or parts thereof) to a larger extent, by means of the plastically deformable material and/or by means of concertina-like folding-up of the section (or of parts thereof). During the configuration of the section of the inner wall side with a plurality of lamellas, it is possible to adjust a relative arrangement of the lamellas with respect to one another and/or a curvature of the individual lamellas. As a result, the sucking-in behavior of the air passage can be variable cost-effectively and easily as a function of a vehicle speed of the controlled-route vehicle and/or an air requirement, in order to adjust a quantity of the conveyed air as a function of the situation and/or according to requirements.

In particular, at least the section of the inner wall side can have the plastically deformable material and the metal alloy and/or the fiberglass.

A protective grille can be arranged inside the outlet opening of the air passage. In particular, the protective grille can be formed by means of two outer struts and connecting sections which run transversely, in particular perpendicularly, with respect to the struts and which can connect the two lateral struts to one another. The two lateral struts can be implemented, in particular, by means of a strip-shaped piece of sheet metal. The connecting sections can be fabricated, in particular, as (thin-walled or solid) tubes or round bars. Additionally or alternatively, the protective grille can have two transversely extending struts which can be embodied as strip-shaped pieces of sheet metal and connected to the inner wall side. In particular, the protective grille can determine, in particular reduce, the air-permeable region of the outlet opening, with the result that the outflow of the air from the air passage into the interior space of the controlled-route vehicle can be homogenized. As a result, despite a reduced air-permeable cross section of the outlet opening, the quantity of air which can be conveyed through the air passage can be increased. The protective grille can be of flat design. In particular, the protective grille can be arranged in the longitudinal direction of the controlled-route vehicle. The flat configuration of the air passage can have a particularly easily predicted outflow of air from the air passage in order to be able to select the arrangement of the air passage in the wall in an optimum way.

The protective grille can be of substantially inwardly curved design in the longitudinal direction of the controlled-route vehicle. The inwardly curved protective grille can, as stated above, increase the sucking-in effect of the air passage, with the result that the conveying of the air into the interior space of the controlled-route vehicle can be increased. In particular, an end section of the protective grille which can be arranged adjacent to the inner wall side can be of outwardly curved design, while a central section of the protective grille, which can form the predominant portion of the protective grille, can be curved inward, in particular with a changing curvature.

In particular, a curvature of the protective grille can be adjustable. This embodiment can be provided both in the case of a flat protective grille and in the case of a curved protective grille. In particular, the protective grille which is configured in a flat fashion can be variable between the flat configuration and a substantially inwardly curved configuration. In this way, a sucking-in effect of the protective grille inside the air passage can be adaptable to a necessary quantity of air as a function of the situation and according to requirements. Given a configuration of the protective grille by means of sheet-metal-like lateral and/or transversely extending struts and tube-like connecting sections, it is possible for a shape of the connecting tubes to remain unchanged when the curvature of the protective grille changes, while the bending of the sheet-metal-like struts can be adjustable. In this context, a position of the connecting sections with respect to the original bending of the side sections can change. For this purpose, the sheet-metal-like struts can be of foldable design and/or can be fabricated by means of a plastically deformable material.

The air passage can have a square or an elongate, in particular rectangular, cross section, in particular when viewed in the longitudinal direction or the transverse direction of the controlled-route vehicle. The transverse direction can correspond, in particular, to a vertical direction of the controlled-route vehicle which can be measured between an under floor wall of the controlled-route vehicle and a roof wall of the controlled-route vehicle, or to a width direction which can be measured, in particular, along a floor. As a result, such air passages can exhibit a good air sucking-in behavior which can be achieved, in particular, by means of the tapering shape or by means of the protective grille.

In particular, a longitudinal direction of the air passage can correspond to the longitudinal direction of the controlled-route vehicle that is to say to the direction of travel of the controlled-route vehicle. A first transverse direction of the air passage, in particular a width direction of the air passage, can then correspond to the width direction or to the vertical direction of the controlled-route vehicle, and a second transverse direction of the air passage, in particular a depth direction of the air passage, can correspond to a thickness direction of the wall.

Alternatively, in particular a longitudinal direction of the air passage can extend transversely with respect to the longitudinal direction of the controlled-route vehicle, that is to say transversely with respect to the direction of travel of the controlled-route vehicle, that is to say in the vertical direction or the width direction of the controlled-route vehicle. A first transverse direction of the air passage, in particular a width direction of the air passage, can then correspond to the longitudinal direction of the controlled-route vehicle, and a second transverse direction of the air passage, in particular a depth direction of the air passage, can correspond to a thickness direction of the wall.

The air passage can be configured as a cooling air passage or as a fresh air passage. In particular, cooling air which can be conveyed through the cooling air passage can be used to supply a cooling system for one or more motors or for electronic devices. In particular, fresh air which is conveyed through the fresh air passage can be used to supply air to passengers of the controlled-route vehicle or for an internal combustion engine of the controlled-route vehicle.

The wall can be an under floor wall of the controlled-route vehicle, a roof wall of the controlled-route vehicle or a side wall of the controlled-route vehicle, wherein, in particular, the air passage which is arranged in the side wall can be arranged adjacent to the under floor wall of the controlled-route vehicle or the roof wall of the controlled-route vehicle. As a result, the air passage can be usable in conjunction with already existing air ducts of the controlled-route vehicle which can extend adjacent to the under floor wall or the roof wall of the controlled-route vehicle, with the result that additional development costs for an air system, having the air passage, of the controlled-route vehicle can be avoided.

In particular, a width of the air passage, measured in the first transverse direction, that is to say in the width direction, of the air passage, can be, in particular, at least approximately 1/20, in particular at least approximately 1/15, in particular at least approximately 1/10 and/or, in particular, at maximum approximately 1/8, in particular at maximum approximately 1/6, in particular at maximum approximately 1/4, of a length of the air passage, measured in the longitudinal direction of the air passage. These embodiments apply both to the air passage whose longitudinal direction extends in the longitudinal direction of the controlled-route vehicle as well as to that whose longitudinal direction extends in the transverse direction of the controlled-route vehicle.

In particular, a depth of the air passage which is measured in the second transverse direction, that is to say in the depth direction, of the air passage can be, in particular, at least approximately 1/1000, in particular at least approximately 1/200, in particular at least approximately 1/100 and/or in particular at maximum approximately 1/10, in particular at maximum approximately 1/8, in particular at maximum approximately 1/5 of a length of the air passage measured in the longitudinal direction of the air passage.

In particular, the controlled-route vehicle can have a plurality of air passages which can be configured according to one or more embodiments of the air passage described above in accordance with the one exemplary aspect and/or the further exemplary aspect of the invention. The air passages of the plurality of air passages can be arranged, in particular, in a row which can extend in the longitudinal direction of the controlled-route vehicle.

The invention will be explained below by way of example with reference to the appended drawings, wherein the features illustrated below can either in each case individually as well as in combination form one aspect of the invention. In the drawings:

FIG. 1 shows a schematic perspective view of a high speed train according to an exemplary embodiment of the invention,

FIG. 2 shows a schematic perspective view of a side wall of the high speed train in FIG. 1 into which a first cooling air passage is introduced,

FIG. 3 shows a schematic perspective view of the side wall in FIG. 1 into which a second cooling air passage is introduced,

FIG. 4 shows a schematic perspective view of the side wall in FIG. 1 into which a third cooling air passage is introduced.

FIG. 1 illustrates a high speed train 10 according to an exemplary embodiment of the invention of the ICE 2 type, which has a train section 12 with an occupied driver's cab and at least one wagon 14. In a side wall 16 of the wagon 14, a first cooling air passage 20 is arranged adjacent to a roof wall 18 of the wagon 14, and a second cooling air passage 24 and a third cooling air passage 25 are arranged adjacent to an under floor wall 22 of the wagon 14. The cooling air passage 24 is arranged in front of the cooling air passage 25 when viewed in a direction of travel of the high speed train 10, and is formed in a central section of the side wall 16 of the wagon 14, while the cooling air passage 25 is provided in a rear end section of the side wall 16 in the direction of travel. Each cooling air passage 20, 24, 25 is connected via a duct to a plurality of fans which are arranged in the duct and can be supplied with energy by means of an auxiliary power converter. Associated cooling air systems of the high speed train 10 are indicated in FIG. 1 by means of dashed lines, which are both separated from a passenger compartment of the high speed train 10 in terms of air flow but are integrated flush into an external wall of the high speed train 10.

The cooling air passage 20 is embodied as a square hole penetrating the wall 16. The cooling air passages 24, 25 are embodied as a hole which is elongate in a longitudinal direction of the wagon 14 and which penetrates the wall 16. A longitudinal direction of each cooling air passage 24, 25 is measured here in the direction of travel of the high speed train 10 and corresponds to the longitudinal direction of the high speed train 10, a width direction of each cooling air passage 24, 25 is measured in a vertical direction between the roof wall 18 and the under floor wall 22, and a depth direction of the cooling air passage 20, 24, 25 is measured along a wall thickness of the side wall 16 of the wagon 14. A cross section of the cooling air passage 20 in the longitudinal direction of the side wall 16 is square along the entire depth of the cooling air passage 20 and a cross section of the cooling air passages 24, 25 in the longitudinal direction of the side wall 16 is formed as a rectangle along the entire depth of the cooling air passages 24, 25.

The cooling air passage 20 is 20 centimeters long, 20 centimeters wide and 0.2 centimeters deep. The cooling air passage 24 is 10 centimeters long, 1.5 centimeters wide and 0.05 centimeters deep. The cooling air passage 25 is 5 centimeters long, 0.25 centimeters wide and 1 centimeter deep.

FIG. 2 shows the cooling air passage 20 in an enlarged illustration. An inlet opening 28 for letting the cooling air into the cooling air passage 20 is formed in an outer side 26 of the side wall 16. An outlet opening 32, through which the cooling air can be let out into an interior space of the associated cooling system of the high speed train 10, is formed in an inner side 30 of the side wall 16. An inner wall side 33 of the side wall 16 has four sections 34 a-d which each extend perpendicularly with respect to the outer side 26 and the inner side 30 of the side wall 16. The cross section of the cooling air passage 20 which is defined in the longitudinal direction is substantially the same when viewed in its depth direction.

A protective grille 36 is arranged inside the air cooling passage 20 and is curved for the most part in the direction of the interior space of the high speed train 10 when viewed in the longitudinal direction of the air cooling passage 20. The protective grille 36 has a frame 38 which has two lateral struts 40 a, b which extend in the longitudinal direction of the cooling air passage 20 and connecting elements 42 which extend in the width direction of the cooling air passage 20 and each connect the two struts 40 a, b to one another. For the sake of clarity, FIG. 2 merely shows one connecting element with the reference symbol 42. The lateral struts 40 a, b are embodied as strip-shaped pieces of sheet metal, and the connecting sections 42 are embodied as solid round bars. The connecting elements 42 which are arranged on the outermost edge of the protective grille 36 in the longitudinal direction are connected to the side wall 16 in the region of the inlet opening 28. The curvature of the protective grille 36 is uniform, that is to say without jumps, and the protective grille 36 has substantially a semi-ellipse-like shape. Edge sections 44 a, b of the protective grille 36 viewed in the longitudinal direction of the cooling air passage 20 are curved outwardly here, and a central section 45 of the protective grille is curved inwardly. The edge sections 44 a, b are formed here by the connecting sections 42 which are connected to the inner wall 33, and the connecting sections 42 which are arranged adjacent thereto, and by end sections, arranged adjacent to the inner wall side 43 a, c, of the lateral struts 40 a, b. The end sections of the lateral struts 40 a, b run tangentially with respect to the outer side 26 of the wall 16 and extend in the direction of the interior space with a generally outwardly pointing curvature. The central section 45 of the protective grille 36 is formed by the remaining connecting sections 42 and central section's 40 a, b of the protective grille 36. The curvature of the central section 45 changes uniformly and decreases in absolute value to a center of the protective grille 36 when viewed in the longitudinal direction of the cooling air passage.

Alternatively, the protective grille 36 can be connected to the outlet opening 32 of the cooling air passage 20 and/or can extend outside the cooling air passage 20 into the interior space of the duct. The protective grille 36 can also be of exclusively inwardly curved design. FIG. 3 shows the cooling air passage 24 in FIG. 1 in an enlarged illustration. The cooling air passage 24 is configured similarly to the cooling air passage 20 in FIG. 2, but sections 34 a, c of an inner wall side 33 of the side wall 16 are configured curved outward. Sections 34 b, d, running in the longitudinal direction of the cooling air passage 24, of the inner wall side 33 extend perpendicularly with respect to the outer side 26 and the inner side 30 of the side wall 16. Consequently, the cooling air passage 24 has a tapering section 46 between the inlet opening 28 and the outlet opening 32 of the cooling air passage 24. The cross section of the cooling air passage 24 measured in the longitudinal direction decreases when viewed in its depth direction into the interior space of the high speed train 10. The protective grille 36 is connected to the sections 34 a, c of the inner wall side 33 which bound the outlet opening 32, and is configured similarly to the protective grille 36 in FIG. 2. The curvature of the protective grille 36 is, however, such that the protective grille 36 is configured curved exclusively inward and projects into the interior space. Edge regions 44 a, b of the protective grille 36 extend at an angle of approximately 20 degrees with respect to the inner side 30 of the wall 16. Alternatively, the protective grille can be configured so as to be identical to the protective grille 36 in FIG. 2. It is also possible for the protective grille 36 to be of flat design.

FIG. 4 shows the cooling air passage 25 from FIG. 1 in an enlarged illustration, which cooling air passage 25 is configured similarly to the cooling air passage 24 in FIG. 3. However, sections 34 a, c, running transversely with respect to the longitudinal direction of the cooling air passage 25, of the inner wall side 33 of the side wall of the cooling air passage 25 are embodied from, in each case, three lamellas 48 a-f which extend transversely with respect to the longitudinal extent of the cooling air passage 25, are connected and are embodied as elongate sections of a piece of sheet steel. Each of the lamellas 48 a-f is of flat design and a curvature of the sections 34 a, c is consequently not uniform but rather has two steps along the surface of the inner wall side 34 a, c. In addition, the plastically deformable lamellas 48 a-f are embodied so as to be electrically actuable in such a way that a relative position of the lamellas 48 a-f and a curvature of each lamella can be changed by bending it outward. As a result, the curvature of the sections 34 a, c of the inner wall side 33 can be adjusted as a function of the stream of cooling air which is to be conveyed. A protective grille 36 which is arranged inside an outlet opening 32 of the cooling air passage 20 is configured similarly to the protective grille 36 in FIG. 3. However, the protective grille 36 is flat and consequently does not have any inwardly directed curvature.

Alternatively, the protective grille can be configured identically to the protective grille 36 in FIG. 2 or that in FIG. 3.

In addition, it is to be noted that “having” does not exclude any other elements or steps, and the use of the article “a” does not exclude a plurality. In addition, it is to be noted that features or steps which have been described with reference to one of the above exemplary embodiments can also be used in combination with other features or steps of other exemplary embodiments described above. Reference symbols in the claims are not to be considered as restrictive. 

1-15. (canceled)
 16. A controlled-route vehicle or train, comprising: a longitudinal direction; an interior space; a wall having an outer side and an inner side; at least one air passage disposed in said wall, said at least one air passage having an inlet opening disposed in said outer side of said wall and configured to let air into said air passage, and an outlet opening disposed in said inner side of said wall and configured to let the air out into said interior space; and a protective grille disposed at least partially inside said at least one air passage, said protective grille being curved substantially inward in said longitudinal direction.
 17. A controlled-route vehicle or train, comprising: an interior space; a wall having an outer side, an inner side and an inner wall side; at least one air passage disposed in said wall, said at least one air passage having an inlet opening disposed in said outer side of said wall and configured to let air into said at least one air passage, and an outlet opening disposed in said inner side of said wall and configured to let the air out into said interior space; and a section tapering in direction of said outlet opening and being formed by said inner wall side of said wall.
 18. The controlled-route vehicle according to claim 17, which further comprises a longitudinal direction, said inner wall side having a flat section running transversely with respect to said longitudinal direction and being disposed at an angle with respect to said outer side of said wall.
 19. The controlled-route vehicle according to claim 18, wherein said angle is an obtuse angle.
 20. The controlled-route vehicle according to claim 17, which further comprises a longitudinal direction, said inner wall side having a curved section running transversely with respect to said longitudinal direction.
 21. The controlled-route vehicle according to claim 20, wherein said curved section is substantially outwardly curved.
 22. The controlled-route vehicle according to claim 18, which further comprises a transverse direction, said inner wall side having a plurality of connected lamellas at least in vicinity of said section, and each lamella of said plurality of lamellas having a longitudinal side and an elongate shape in said transverse direction and being connected on said longitudinal side of said lamella to a further lamella of said plurality of lamellas.
 23. The controlled-route vehicle according to claim 20, which further comprises a transverse direction, said inner wall side having a plurality of connected lamellas at least in vicinity of said section, and each lamella of said plurality of lamellas having a longitudinal side and an elongate shape in said transverse direction and being connected on said longitudinal side of said lamella to a further lamella of said plurality of lamellas.
 24. The controlled-route vehicle according to claim 20, wherein said curved section of said inner wall side has a uniform curvature.
 25. The controlled-route vehicle according to claim 20, wherein said section of said inner wall side has an adjustable curvature.
 26. The controlled-route vehicle according to claim 17, which further comprises a protective grille disposed inside said outlet opening of said at least one air passage.
 27. The controlled-route vehicle according to claim 26, wherein said protective grille has a flat shape.
 28. The controlled-route vehicle according to claim 26, which further comprises a longitudinal direction, said protective grille having a substantially inwardly-curved shape in said longitudinal direction.
 29. The controlled-route vehicle according to claim 26, wherein said protective grille has an adjustable curvature.
 30. The controlled-route vehicle according to claim 16, wherein said at least one air passage has a substantially square, elongate or rectangular cross section.
 31. The controlled-route vehicle according to claim 17, wherein said at least one air passage has a substantially square, elongate or rectangular cross section.
 32. The controlled-route vehicle according to claim 16, wherein said at least one air passage is configured as a cooling air passage or as a fresh air passage.
 33. The controlled-route vehicle according to claim 17, wherein said at least one air passage is configured as a cooling air passage or as a fresh air passage.
 34. The controlled-route vehicle according to claim 16, wherein said wall is an underfloor wall, a roof wall or a side wall of the controlled-route vehicle, and said at least one air passage is disposed adjacent said underfloor wall or said roof wall.
 35. The controlled-route vehicle according to claim 17, wherein said wall is an underfloor wall, a roof wall or a side wall of the controlled-route vehicle, and said at least one air passage is disposed adjacent said underfloor wall or said roof wall. 